Integrated power transmission drive and method

ABSTRACT

The invention is an improved power transmission drive, for an internal combustion engine. The drive is of the type having a flexible link medium for transmitting power between a crankshaft of said internal combustion engine and drive components not associated with a primary purpose of the internal combustion engine. The drive is improved by the inclusion of a drive frame, a camshaft sprocket releasably mounted upon the drive frame, a crankshaft drive-wheel releasably mounted upon the drive frame, an engine accessory mounted upon the drive frame, an accessory drive-wheel mounted upon a shaft of the engine accessory, and the camshaft sprocket, the crankshaft drive-wheel, and the accessory drive-wheel each entrained by the flexible link medium.

BACKGROUND OF THE INVENTION

[0001] 1. Field of the Invention

[0002] This invention relates generally to flexible link powertransmission drives associated with internal combustion engine camshaftsand accessories and the mounting therefor. More particularly, thisinvention relates to the integration of these flexible link drives tofacilitate improved space efficiency and improved engine assembly.Specifically, this invention relates to integrating the flexible linkpower transmission drives and accessories associated with automotiveinternal combustion engines into a unit separable from an associatedengine and a method for its use.

[0003] 2. Description of the Prior Art

[0004] Internal combustion engines commonly require a portion of themechanical power, available at their crankshafts, to be transmitted todevices not associated with primary purposes of the engines. Suchprimary purposes include providing the motive force for a vehicle orsupplying power to be converted to electrical or hydraulic power instationary applications. Some of these devices are commonly referred toas engine accessories or auxiliaries. Among these accessories aredevices that perform functions necessary for the sustained operation ofthe engine. These include oil pumps to supply engine oil pressure, fuelpumps to pressurize the fuel supplied to carburetor or fuel injectionsystems, superchargers to increase manifold pressure, magnetos,generators or alternators to supply ignition spark, and water pumps tocause the circulation of coolant through engine cooling systems.

[0005] There are also accessories that perform functions not associatedwith either primary purposes of the engines or sustained operation ofthe engines. Examples of these include power steering pumps topressurize power assisted steering units, generators or alternators toprovide electrical power for vehicle electrical systems, not includingignition systems, vacuum pumps for the distribution of power to certainvehicle systems, and air conditioning compressors.

[0006] The crankshaft's mechanical power frequently must also be tappedto operate valves that control the flow of engine gases. Typically thisincludes the synchronous transmission of power from the crankshaft toone or more camshafts, which causes the valves to operate in a timedmanner.

[0007] For all but the simplest of engines, either gear driven orflexible link driven power transmission systems have been used to powerengine accessories and valve trains. Flexible link power transmissionsystems include those incorporating asynchronous power transmissionbelting, synchronous power transmission belting, and chain.

[0008] Gear driven systems, or gear trains, allow limited flexibility inthe layout of the drive and in the geometrical relationships of theaccessories, the camshafts, and the crankshafts, to each other. Thegears must be held in strict relationship to each other, in terms ofaxial alignment and separation, and planar alignment. Also, there is alimited overall geometry available for varying the arrangement of powertakeoff points in relation to the crankshaft. Gear trains also tend togenerate excessive unwanted noise. Further, such gear trains generallyrequire access to engine lubrication. However, gear trains can becapable of delivering substantial power over a wide range of rotationalspeeds. Accordingly, gear trains have found their greatest acceptancefor use in large heavy-duty engine applications, especially of thecompression ignition type, such as for large trucks.

[0009] Such a gear train generally requires multiple idler gears whichmust also be mounted on the engine, thereby further complicating theproblem of providing proper support and drive to the valve train andengine accessories. Due to the rotational speed at which the enginevalve trains and accessories must be driven and the rather high torquerequirements of such valve trains and accessories, the individual gearsmaking up the drive train must be of high precision. The performancecapability of such high quality gearing may not be fully realized unlesseach gear making up the drive train is very carefully positioned toprovide proper gear lash between the meshing gear teeth. Failure toachieve optimum gear lash can result in severe damage to the gear teethrequiring a costly and time-consuming overhaul of the gear train.

[0010] Attempts to accommodate the above noted limitations andrequirements have spawned a variety of mounting approaches. For example,in some engines, the accessory drive gears are mounted directly on theengine cylinder block. However, mounting the gears directly on thecylinder block requires the machining of bores in the block to receivethe shafts of the accessory and idler gears. Further, these bores mustbe precisely spaced relative to the crankshaft, the camshaft and eachother. An error in machining even one bore could result in an unusablecylinder block, which must be discarded at considerable expense. Evenwhen the bores are positioned correctly, separate alignment apparatus isrequired to achieve proper gear lash.

[0011] Another approach is to build a framework upon which to mount allof the gears of a gear train, including the crankshaft gear, theaccessory gears, and the camshaft gear and to assemble all of these as aunit. The unit may then be mounted upon the cylinder block. This allowsthe assembly and maintenance of the gears in the strict relationshipsrequired and eliminates the need to precision machine bores directly inthe cylinder block. Gear shaft receiving bores must still be positionedprecisely on the framework. However, if a machining error is made onlythe framework is rendered unusable. The cost to the manufacturer ofdiscarding an incorrectly bored framework is significantly less than thecost of discarding an incorrectly bored engine cylinder block.

[0012] Further, the piecemeal removal and replacement of accessories andtheir associated gears is highly impractical due to the gear trainrequirements described above. This has led to the mounting of certainaccessories upon the framework. U.S. Pat. No. 1,647,434, to Chorltondescribes such an arrangement.

[0013] Flexible link power transmission systems driving accessories andvalve trains are not faced with these limitations and requirements. Theneed for precision placement of idler gears, drive gears, or accessoriesis greatly reduced. The accessories and camshafts can be placed over asubstantially wider range of locations. The lack of gear train precisionrequirements makes piecemeal removal and replacement of accessoriesfeasible. Also, flexible link transmissions, particularly thoseemploying power transmission belting, tend to be quieter.

[0014] These qualities have led to flexible link power transmissions, topredominate in driving accessories and valve trains, in automotiveengine applications. Currently, the most common set-up is for eachaccessory to be mounted upon separate mounting points or brackets, uponthe engine cylinder block or cylinder head. Then, one or moreasynchronous power transmission belts span from a crankshaft drive-wheelto each drive-wheel associated with each accessory. The drive-wheelsassociated with asynchronous power transmission belts are pulleys orsheaves. It is also common for tensioners to be mounted separately uponthe cylinder blocks to provide tension upon the belts to facilitateproper operation of the power transmission drives.

[0015] Commonly, the camshafts are placed in the cylinder heads of theengines. A drive-wheel is attached to the camshaft. An additionalflexible link then spans from a crankshaft drive-wheel to the camshaftdrive-wheel. Due to the need for synchronous operation of the camshaftwith the crankshaft, the flexible link will be either a synchronouspower transmission belt or a chain. In either event, the drive-wheelsfor both the crankshaft and the camshaft are sprockets. As with theaccessory drives, the camshaft drives also employee tensioners mounteddirectly upon the cylinder blocks or heads to tension the flexible linksto facilitate proper operation of the drives. Generally, a flexible linkcamshaft drive is enshrouded by the cooperation of a front face of theengine and a front engine cover. This protects the drive from certainenvironmental influences, such as dirt, debris, and water.

[0016] A substitute for mounting each accessory upon separate bracketshas been to include mounting points for accessories as part of the frontcover. U.S. Pat. No. 5,692,466 to Hausmann et al. describes such anapproach. This approach is stated to have the advantages that: 1) theaccessory support brackets usually used can be omitted resulting in areduction of cost and weight; 2) it provides mounting stiffnessresulting in good reaction force transmission to the accessories; 3) theresonance frequency of the camshaft drive cover is increased whichgreatly reduces vibration of the accessories and decreases engine noiseduring engine operation; and, 4) the cast structure for the front faceof the engine cylinder block is simplified. Hausmann does not mention orsuggest that the accessories can be first mounted upon the cover,followed by mounting the combination of the cover and accessories beingmounted upon the cylinder block.

[0017] Yet another approach has been to provide a unitary mountingbracket for the engine accessories. Some portion of all accessoriesassociated with any given engine are collected and mounted upon thebracket. The bracket and those accessories are then mounted as a unitupon the engine's cylinder block. The pulley for the crankshaft ismounted upon the crankshaft in a separate operation. Once these arecompleted, then the power transmission belt is installed about thepulleys. This approach apparently sought to derive the benefits of animproved assembly method whereby the number of steps necessary to theoperation of a main assembly line were reduced and of a reducedinventory list.

[0018] However, none of these approaches individually, or incombination, have realized the full benefits available to a highlyintegrated flexible link power transmission system, of the presentinvention. Those benefits include a further reduction in the number ofmain assembly line steps and an additional reduction of inventory parts.Importantly, the present invention provides the opportunity for improvedcontrol over the alignment of the drive-wheels, giving rise to improvednoise and wear characteristics for the flexible link. This improvedcontrol also provides the opportunity to tighten dimensional tolerancesand thus provide more compact drives. Synchronous drives require cleanand, in the case of chain drives, well-lubricated environments toproduce satisfactory results. The present invention provides the furtherbenefit of allowing improved encapsulation of the synchronous portion ofthe drive, associated with the camshaft, and thereby reducing theintrusion of foreign matter and the leakage of lubricant.

[0019] All of these benefits are very desirable to the automotivemanufacturers. They cut assembly costs. They allow the power plant to besmaller, which in turn allows a smaller engine compartment, which can betraded for more interior room for a given size automobile. The resultingnoise and wear reduction leads to improved consumer perception ofquality and acceptance, and reduced warranty returns.

[0020] Accordingly, there remains the need for a highly integratedflexible link power transmission system that incorporates an enginedrive frame whereupon: all or substantially all accessories, includingassociated drive-wheels, are pre-assembled; all other drive-wheels areaffixed in preparation for final mounting upon the engine; the accessorydrive or drives are configured including placement of the flexible linksupon the drive-wheels; the camshaft drive, whether separate from or partof the accessory drive, are configured including placement of theflexible link about the sprockets; and where improved environmentalprotection to the camshaft drive is provided.

SUMMARY OF THE INVENTION

[0021] The present invention has as an object the provision of aflexible link power transmission system that provides a reduction in thenumber of main assembly line steps and a reduction of inventory parts.

[0022] The present invention has the further object of providing theopportunity for improved control over the alignment of the drive-wheels,giving rise to improved noise and wear characteristics for the flexiblelink and more compact drives.

[0023] The present invention has the further object of allowing improvedencapsulation of the synchronous portion of the drive, associated withthe camshaft.

[0024] To achieve the foregoing and other objects in accordance with thepurpose of the present invention, as embodied and broadly describedherein, an integrated power transmission drive and method is disclosedherein. The invention is an improved power transmission drive, for aninternal combustion engine. The drive is of the type having a flexiblelink medium for transmitting power between a crankshaft of the internalcombustion engine and drive components not associated with a primarypurpose of the internal combustion engine. The drive is improved by theinclusion of a drive frame, a camshaft sprocket releasably mounted uponthe drive frame, a crankshaft drive-wheel releasably mounted upon thedrive frame, an engine accessory mounted upon the drive frame, anaccessory drive-wheel mounted upon a shaft of the engine accessory, andthe camshaft sprocket, the crankshaft drive-wheel, and the accessorydrive-wheel each entrained by the flexible link medium.

BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The accompanying drawings, which are incorporated in and formpart of the specification in which like numerals designate like parts,illustrate preferred embodiments of the present invention and togetherwith the description, serve to explain the principals of the invention.In the drawings:

[0026]FIG. 1 depicts a prior art accessory drive configuration.

[0027]FIG. 2 depicts a prior art dual overhead cam drive system.

[0028]FIG. 3 is an elevation of the engine drive module frame.

[0029]FIG. 4 is a section on the line 4-4 of FIG. 7.

[0030]FIG. 5 is an elevation of the engine drive module frame showingthe camshaft drive.

[0031]FIG. 6 is a detail depicting the camshaft sprocket indexed.

[0032]FIG. 7 is an elevation of the engine drive module frame withcamshaft drive cover installed.

[0033]FIG. 8 is an elevation of the engine drive module frame withcamshaft drive cover and accessories installed.

[0034]FIG. 9 is a rear elevation of the installation of a supplementalbracket.

[0035]FIG. 10 is a side elevation of the installation of a supplementalbracket.

[0036]FIG. 11 is a side elevation of the supplemental bracket.

[0037]FIG. 12 is a side elevation of the installation of a supplementalbracket.

[0038]FIG. 13 is a detail of the crankshaft drive wheel including atorsional vibration damper assembled on the drive frame and thecrankshaft.

[0039]FIG. 14 depicts an alternate embodiment having analternator-starter driven by a synchronous belt.

[0040]FIG. 15 depicts an alternate embodiment comprising a fuelinjection pump component.

[0041]FIG. 16 is a side cross-sectional view of the alternator-starter.

[0042]FIG. 17 is a side cross-sectional view of the fuel injection pump.

[0043]FIG. 18 is a front elevation view showing a power assistedsteering pump fluid reservoir.

[0044]FIG. 19 depicts a perspective view of a lifting frame.

[0045]FIG. 20 depicts a side cross-sectional view of the alignment framefor engine assembly.

[0046]FIG. 21 is a front elevation view of an engine having a drivetorque control link.

[0047]FIG. 22 is a side cross-sectional view of an alternate embodimentincluding an oil gallery.

[0048]FIG. 23 is a front view of an alternate embodiment including anoil gallery.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

[0049] A configuration now commonly found for accessory drives isdepicted on FIG. 1. An in-line four cylinder internal combustion engine10 is shown from the front with accessories attached. The accessoriesinclude alternator 12, air conditioning compressor 14, and powersteering pump 16. An alternator-starter or generator-starter can also beused in place of alternator 12. Associated with each of the accessoriesare alternator pulley 18, air conditioning pulley 20, and power steeringpump pulley 22, respectively. The crankshaft 24 (FIG. 2) has a pulley26, with first pulley portion 28 and second pulley portion 30, mountedthereupon. First tensioner 34 biases first tensioner pulley 42 againstfirst power transmission belt 32. The first power transmission belt 32is trained about, or circumjacent to, power steering pump pulley 22,first pulley portion 28, and first tensioner pulley 42. First belt 32 isdeflected by first tensioner pulley 42, and is thereby tensioned uponpulleys 22 and 26. A second tensioner 38 biases second tensioner pulley40 to deflect second power transmission belt 36. Said second belt 36 istrained about pulleys 18, 20, and 40 and second pulley portion 30. Firstand second belts 32 and 36 are asynchronous, and commonly of thev-ribbed type. Also depicted is engine front cover 44.

[0050] A common dual overhead cam drive system is depicted in FIG. 2.Internal combustion engine 10 is shown to have two camshafts 46. Uponthe camshafts are sprockets 50. Crankshaft 24 has crankshaft sprocket 54mounted thereupon. In addition to driving the camshafts, the systemdepicted also drives water pump 56 via associated water pump sprocket58. The system is tensioned by synchronous tensioner 60 biasingsynchronous tensioner pulley 62 against synchronous power transmissionbelt 48.

[0051] Today's common assembly practice is for camshaft sprockets 50,synchronous tensioner 60 (including pulley 62), water pump 56 (includingsprocket 58) and crankshaft sprocket 54 to be assembled upon engine 10when it arrives at the appointed station or stations on the mainassembly line. Later on the main assembly line, the synchronous powertransmission belt 48 is trained about sprockets 50, 54, and 58, andpulley 62. Front engine cover 44 is sealingly placed upon engine 10.Still on the main assembly line, crankshaft pulley 26, alternator 12,air conditioning compressor 14, power steering pump 16, first tensioner34, and second tensioner 38, are mounted upon engine 10. Alternator 12,air conditioning compressor 14, power steering pump 16, first tensioner34, and second tensioner 38 are normally pre-equipped with associatedpulleys 18, 20, 22, 42, and 40, respectively. After all of theforegoing, power transmission belts 32 and 36 are trained about orplaced circumjacent to pulleys 18, 20, 22, 26, 40, and 42.

[0052] The instant invention eliminates most or all of these assemblysteps from the main assembly line with the benefits of improvingreliability of the most critical assembly path in the manufacture ofautomobiles and of reducing overall assembly cost by placing these stepsinto, one or more, less critical assembly paths. It does so through theprovision of an engine drive frame, or an enhanced front engine cover,adapted to fulfill many functions, in a single article of manufacturethat forms part of a drive system module, which heretofore have beenspread over numerous other parts and pieces. Further, it performsfunctions, to make assembly processes more cost efficient, previouslyunavailable, including the releasable and/or rotatable mounting upon theframe, of drive-wheels such as pulleys, sheaves, synchronous belt orchain sprockets or even drive-wheels with a combination of thesecharacteristics.

[0053] Referring to FIGS. 3 and 4, the frame 64 of a preferredembodiment is depicted schematically. In general form, it comprises abase plate 66 reinforced by stiffeners 68. The actual configuration ofstiffeners 68 will vary according to the specific application. Perimeterwall 74 extends from a substantial portion of the perimeter of baseplate 66 and in substantial conformance to the shape of the front ofengine 10, specifically the front shape of the combination of cylinderhead 70 and cylinder block 72. The shape of base plate 66 accommodatesthe shape of the front of engine 10 to create a mating relationshipbetween base plate 66 and the front of engine 10. Frame 64 includesreceiving areas for mounting or otherwise receiving accessories,tensioners, drive-wheels, and engine shafts. There are camshaft andsprocket receiving areas 76. Attachment ends 84 of camshafts 46 protrudethrough these areas when frame 64 is mounted upon engine 10. The outerperimeters of camshaft and sprocket receiving areas 76 are sprocketretainers 78. As can more clearly be seen in FIGS. 4 and 6, retainers 78are hollow frustums whose outer surfaces 80 correspond closely to theinside surfaces 82 of camshaft sprockets 50. This correspondence createsa releasable fit, whereby camshaft sprockets 50 can be lightly pressedupon retainers 78 and held in place awaiting assembly of the completedmodule upon engine 10. After sprockets 50 have been releasably mountedupon retainers 78, the act of mounting frame 64 upon engine 10 pressesattachment ends 84 into mating relationship with sprockets 50 and forcessprockets 50 to be released from retainers 78. The tightening offastener 86 completes the mounting of camshaft sprockets 50 uponcamshafts 46.

[0054] As mentioned, retainers 78 in this preferred embodiment are ofthe form of hollow frustums. Other shapes and techniques, while notdepicted, are also envisioned. They include segmented hollow frustums,posts, or pins adapted to either wholly or partially mate-up with insidesurfaces 82. Outer surfaces 80 of each of the retainers mentioned caninclude notches, ridges or other textures adapted to cooperate withinside surfaces 82 to modify the forces required to release sprockets 50from retainers 78. Likewise, inside surfaces 82 can be textured for thesame purpose. Adhesive can be added between surfaces 80 and 82. Further,adhesive can be placed between sprocket 50 and base plate 66 at a pointof contact between them to form retainer 78.

[0055]FIGS. 5 and 6 depict alignment holes 88 on camshaft sprockets 50.As shown, this preferred embodiment includes alignment clip 90 havinghandle 92 and alignment pins 94. Integral to sprocket retainer 50 arepin receivers 96. When cam sprockets 50 are releasably mounted uponsprocket retainers 78 and alignment clip 90 is placed with alignmentpins 94 through alignment holes 88 and inserted into pin receivers 96,rotational orientation of camshaft sprockets 50 becomes fixed. Therotational relationship of crankshaft 24 and camshafts 46 are criticalto the proper operation of engine 10. The fixing of camshaft sprockets50 upon frame 64, in conjunction with the keying of camshaft sprockets50 with camshafts 46 establishes a point of reference by whichcrankshaft 24 and crankshaft sprocket 54 can be rotationally aligned toestablish the critical relationship between camshafts 46 and crankshaft24.

[0056] An additional approach, not depicted, that both releasablyretains camshaft sprockets 50 and fixes their rotational orientation isto incorporate additional pin receivers 96 in alignment with alignmentholes 88 not used in the described preferred embodiment. Then all fourpin receivers 96 can be threaded. The final step is to screw fastenersthrough alignment holes 88 and into pin receivers 96, leaving thefasteners loose enough to allow camshaft sprockets 50 to seek properaxial alignment upon their mounting on camshafts 46. After the frame 64is mounted upon engine 10, the fasteners can be removed to releasecamshaft sprockets 50.

[0057] It is contemplated that alignment holes 88 can be eliminated bythe use of a simple molded device that simply slips into the gap betweenthe two cam sprockets 50 and engages the teeth of cam sprockets 50. Thisapproach does not apply to single cam engines.

[0058] It is also contemplated that camshaft sprockets 50 can berotatably retained by journaling camshaft sprocket 50 at the interfacesof journal supports 98 and camshaft sprocket hubs 100. Thisconfiguration still uses alignment clip 90 to fix rotational orientationof camshaft sprockets 50. For such an embodiment, sprocket retainers 78are absent and the journaling must be loose to accommodate some lateralmovement of cam sprocket 50 when being separably mounted upon camshaft46.

[0059] Referring to FIG. 3, frame 64 also includes synchronous tensionermounting point 102, water pump mounting point 104, power steering pumpmounting point 106, alternator mounting point 108, idler mounting point110, serpentine belt tensioner mounting point 112, air conditionercompressor mounting point 114, and crankshaft receiving area 116. Aplurality of mounting holes 118 are located along perimeter wall 74 forfastening cam drive cover 130, depicted on FIGS. 7 and 8, to frame 64.This preferred embodiment includes motor mounting bracket 120 forsupporting engine 10 from the front. Accordingly, stiffening posts 122with pass-through holes 124 are provided to strengthen the connectionbetween engine 10 and motor mounting bracket 120. However, manyapplications will not include mounting bracket 120.

[0060] Referring to FIG. 13, the releasable mounting configuration ofcrankshaft pulley 126 is depicted. Pulley hub 132 has retaining groove134 that encircles hub 132 near the point of contact between hub 132 andcrankshaft sprocket 54. Groove 134 cooperates with first protrusion 136formed on the lower portion of cam drive cover 130 and second protrusion138 formed on a portion of perimeter wall 74 proximate groove 134, toloosely hold pulley 126 in place. For certain application, firstprotrusion 136 will adequately retain crankshaft pulley 126, eliminatingthe need for second protrusion 138. In the depicted preferredembodiment, of this figure, pulley 126 is a torsional vibration damper.Thus, pulley 126 includes inertia ring 140 and rubber insert 142.

[0061] In the depicted embodiment, the engine oil pump 144 is affixed tobase plate 66. Pump 144 includes pump body 146 and pump rotor 148. Rotor148 is driven directly by crankshaft 24, and is in mechanicalcommunication with the synchronous camshaft drive including synchronouspower transmission belt 48, camshaft sprockets 50, crankshaft sprocket54, synchronous tensioner 60, synchronous tensioner pulley 62, waterpump 56, and water pump sprocket 58. Water pump sprocket 58 can also bea pulley driven by the other side of belt 48. Further, water pump 56 canbe alternately driven by asynchronous power transmission belt 98, ordirectly driven in a manner similar to the depicted oil pump 144.Likewise, the oil pump 144 can be driven by the synchronous powertransmission belt 49 or the asynchronous power transmission belt 98.Crankshaft nose oil seal 150 seals the interface of pump body 146 andsprocket 54.

[0062] In practice frame 64 is provided. Camshaft sprockets 50 arereleasably or rotatably mounted at camshaft sprocket receiving areas 76as previously described. Water pump 56 and associated sprocket 58 aremounted at water pump mounting point 104. Synchronous tensioner 60 andassociated pulley 62 are mounted at synchronous tensioner mounting point102. Oil pump 144 is mounted at crankshaft receiving area 116. Forapplications requiring synchronous fuel pump operation, such as forcompression ignition engines, the fuel pump can be mounted on base plate66 at an appropriate location to be driven by synchronous powertransmission belt 48. The combination of crankshaft pulley 126 andcrankshaft sprocket 54 are provided. These can be separately supplieditems or an integral unit.

[0063] Additionally, it is contemplated that the asynchronous drive caninclude more than one asynchronous power transmission belt, dependingupon the application. In this preferred embodiment, both synchronouspower transmission belt 48 and asynchronous power transmission belt 98,form part of a flexible link power transmission medium. For thoseapplications requiring more than one synchronous or more than oneasynchronous power transmission belt, all such belts form the flexiblelink power transmission medium. Where any of the foregoing belts arereplaced by chain, the chain, or the chain and belt combination form theflexible link power transmission medium.

[0064] Synchronous power transmission belt 48 is provided and trainedabout sprockets 50, 54, and 58, and pulley 62. Alignment clip 90 isinserted through alignment holes 88 and pin receivers 96. When camshaftsprockets 50 are rotationally fixed by insertion of clip 90, asdescribed above, training of synchronous power transmission belt 48rotationally fixes crankshaft sprocket 54. Retaining groove 134 ismatched to second protrusion 138. Cam drive cover 130 is then fittedupon frame 64 at perimeter wall 74. Initially, first protrusion 136 ismatched to retaining groove 134. This results in cam drive cover 130being angled toward retaining groove 134. This act captures pulley 126and sprocket 54 between first and second protrusions 136 and 138,respectively. Cam drive cover 130 is then mated with perimeter wall 74and fastened thereto by fasteners (not depicted) being inserted andtightened into frame mounting holes 118. This stage of assembly isdepicted in FIG. 7.

[0065] Alternator 12, air conditioning compressor 14, power steeringpump 16 are supplied with associated pulleys 18, 20, and 22,respectively, mounted thereon. Serpentine belt tensioner 152 and pulley154, and idler pulley 156 are also supplied. Each are mounted atmounting points 108, 114, 106, 112, and 110, respectively. Asynchronouspower transmission belt 48 is then trained about pulleys 18, 20, 126,22, and 154 with serpentine belt tensioner 152 cocked to allow placementof belt 48.

[0066] The assembled drive module is depicted in FIG. 8. It is now incondition to be mounted upon engine 10, as a unit. It is affixed toengine 10 by insertion of mounting bolts 158 through holes 122 andtightening into matching threaded holes (not depicted) in cylinder block72. Cam sprocket fasteners 86 and crankshaft mounting bolt 128 areinserted and tightened. Camshaft fastener access plugs 160 are placed incam drive cover 130 over fasteners 86. Alignment clip 90 is removed.

[0067] Everything except mounting of drive module 52 to engine 10 willordinarily occur in an assembly line other than the main automotiveassembly line. Only affixing drive module 52 to engine 10 will normallybe completed on either an engine assembly line or the main automotiveassembly line.

[0068] In the preferred embodiment, the tightening of fasteners 86 andremoval of clip 90 lifts camshaft sprockets 50 off of sprocket retainers78 and allows camshaft sprockets 50 to rotate in concert with camshafts46. Tightening of crankshaft mounting bolt 128 lifts retaining groove134 away from first and second protrusions 136 and 138, allowingcrankshaft pulley 126 and crankshaft sprocket 54 to rotate in concertwith crankshaft 24. Tensioner 152 is then released to its operatingposition. The tensioner 152 can only be released after drive module 52is separably mounted on engine 10, otherwise crankshaft pulley 126 willbe loaded and pulled over into a jammed position, which will preventassembly.

[0069] The drive module 52 is now separably affixed to engine 10. Thatis, by removing fasteners 86,and bolts 128 and 158, the drive module 52and all of its constituent part can be separated from engine 10. This istrue whether sprockets 50 or 54 or pulley 126 are each releasably orrotatably mounted.

[0070] It is contemplated that for certain applications additionalsupport of accessories may be required. FIGS. 9 through 12 depictsupplemental bracket 162. Bracket 162 is placed between accessories 12and 14, and engine 10, and bolted to each.

[0071] To this point, mounting of drive module 52 to the front of engine10 has been discussed. It is contemplated that various mountinglocations on engine 10 can be accommodated depending upon theconfiguration of engine 10 and associated power take-off points andaccessories. Drive module 52 is also applicable to various internalcombustion engine applications beyond automotive. These include thosefor trucks, off-road equipment, aircraft, and stationary power sourcesapplications.

[0072] A chain can be used in place of synchronous power transmissionbelt 48. In such a case, sprockets 50 and 54 would be shapedappropriately for chain and synchronous tensioner 60 would commonlyinclude a slide in place of pulley 62. A chain can also replaceasynchronous power transmission belt 98. In such instance, sprocketswould also replace pulleys 18, 20, 22, 126, 154, and 156.

[0073]FIG. 14 depicts an alternate embodiment having analternator-starter 201 driven by a synchronous belt 480. In thisembodiment, alternator-starter 201 is mounted to frame 640 at mountingpoint 200 using fasteners 210. Frame 640 is substantially similar toframe 64 as described elsewhere herein, except for the additionalalternator-starter mounting point. In addition to alternator-starter201, this embodiment may also include any combination ofalternator-starter 201 with the other accessories as previouslydescribed in this specification.

[0074] Alternator-starter 201 is driven by synchronous powertransmission belt 480. Belt 480 is engaged with alternator-startersprocket 202. Sprocket 202 has a toothed profile. However, since thealternator-starter operation is in not dependent on engine timing,sprocket 202 may also comprise any other belt profile includingmulti-ribbed and v-belt, so long as it is compatible with belt 480.Idler pulley 203 is located between camshaft sprocket 50 and sprocket202. Belt 480 is substantially similar to belt 48, but for thedifference in length to accommodate the addition of sprocket 202 andidler pulley 203. The flexible link comprising synchronous powertransmission belt 480 may also comprise chain.

[0075] In another embodiment, the case of alternator-starter 201 isintegrated into frame 640 at mounting point 200. The case ofalternator-starter 201 is cast or machined as an integral part of frame640 at mounting point 200. The parts of alternator-starter 201 includingthe rotor (not shown) are then assembled into the case in the samemanner as if alternator-starter 201 was an independent component. Thisembodiment further increases the structural integrity of the overallmodule by eliminating the mechanical joint and attendant fastenersotherwise used to fasten the alternator-starter to mounting point 200.This method of fabricating the component case as an integral part of thedrive module frame may also be applied to any of the other accessorycomponents that are attached to the frame including the power assistedsteering pump 16, fuel injection pump 301, and air conditioningcompressor 14.

[0076] In any of the foregoing embodiments alternator-starter 201 isused in two modes. In the first mode, the alternator-starter operatessimply as an alternator providing power to various engine electricalcomponents while engine 10 is operating.

[0077] In a second mode, alternator-starter 201 operates as a starter.In this second mode engine 10 started in a normal fashion. However, italso can be stopped when it might otherwise operate at idle whileconsuming fuel and emitting exhaust gases, for example at a stoplight.Then, when it is necessary to start the vehicle, a power source such asa 12V or 42V battery provides power to alternator-starter 201 foroperation as a starter motor. By way of example, in response to athrottle input alternator-starter 201 is energized causing belt 480 tobe driven by alternator-starter 201, thereby driving the entrainedcomponents and turning over engine 10, causing engine 10 to start. Onceengine 10 is running, the alternator function is resumed. Unlike theprior art, combining alternator-starter 201 in a single component allowsthese otherwise separate components to be utilized at a singlefunctional location on the engine. This eliminates the need for aseparate starter, usually located on another portion of engine 10adjacent to a flexplate or flywheel.

[0078] Omitting the starter and incorporating the alternator-starter onframe 640 also significantly reduces the materials cost by eliminating aseparate starter and the assembly steps associated with installing thestarter. It also removes installation of the starter from the enginecritical assembly path, since it is then incorporated with the drivemodule assembly as described herein.

[0079]FIG. 15 depicts another alternate embodiment including a fuelinjection pump component. In this embodiment fuel injection pump 301 ismounted to frame 6400 at location 300. Except for the additional fuelinjection pump mounting portion, frame 6400 is substantially similar toframe 64. Fuel injection pump 301 is driven by synchronous powertransmission belt 4800. Belt 4800 engages fuel injection pump sprocket302.

[0080] In the case of compression ignition engines using traditionalrotary or in-line injection pumps correct fuel injection pump operationis dependant upon engine timing requiring the use of a synchronous belt.In the case of a spark ignition engine or a compression ignition enginefitted with a common rail type fuel injection system correct fuel pumpoperation may or may not be dependant upon engine timing. In those caseswhere correct function does not depend upon a synchronous relationshipto the crank rotation, sprocket 302 may run on the back (not shown) ofbelt 4800 which may be any other belt profile including v-ribbed ormulti-ribbed and V-belt.

[0081] Sprocket 302 has a toothed profile. Idler pulley 303 is locatedbetween camshaft sprocket 50 and sprocket 302. Except for the differencein length to accommodate the addition of sprocket 302 and idler pulley303, belt 4800 is substantially similar to belt 48.

[0082] Again, this arrangement eliminates the need to separately placefuel injection pump 301 at another location on engine 10. It alsoeliminates a separate step to install the fuel injection pumpindependently of the module. This significantly simplifies overallengine assembly by allowing fuel injection pump 301 to be pre-assembledto the frame 6400 before frame 6400 is connected to engine 10.

[0083] Referring to FIG. 16, sprocket 202 is mounted to shaft 205. Shaftseal 306 prevents contaminants from entering frame 640 along shaft 205.Alternator-starter 201 is attached to frame 640 using fasteners 310, 311before frame 640 is connected to engine 10 as described elsewhere inthis specification. No other structural connections are required betweenalternator-starter 201 and engine 10. Frame 640 fully supportsalternator-starter 201. However, if required, fasteners fromalternator-starter 201 to engine 10 other than from frame 64 may beadded to further stiffen the assembly.

[0084] Referring to FIG. 17, fuel injection pump 301 is connected toframe 6400 at frame boss 6401 using fasteners 306. Pump 301 is connectedto frame 6400 before frame 6400 is connected to engine 10. Sprocket 302is mounted to shaft 305 with fasteners 304. No other structuralconnections are required between fuel injection pump 301 and engine 10.Frame 6400 fully supports fuel injection pump 301. A fuel line (notshown) runs from the fuel tank to the pump and from the pump to eachcylinder (not shown) as may be required by a user. However, if required,fasteners from the fuel injection pump to engine 10 other than fromframe 64 may be added to further stiffen the assembly.

[0085]FIG. 18 depicts reservoir 400 attached to a side of frame 64.Reservoir 400 may be attached to frame 64 using threaded fasteners aswell as straps or clips (not shown). Tubes 401 comprise a supply andreturn fluid path between reservoir 400 and power steering pump 16.

[0086] In another alternate embodiment, reservoir 400 may be an integralpart of frame 64. During fabrication of frame 64, a cavity (not shown)is made in frame 64 for containing power steering fluid.

[0087]FIG. 19 depicts a perspective view of a lifting frame. A liftingframe is used to lift and otherwise manipulate the drive module duringthe engine assembly process. Lifting fame 600 includes body 601. Plate602 is attached to body 601. Plate 602 includes holes 604 and 605 forengaging rods 606, 607 on frame 64. Fixture 603 includes a circular formfor engaging a drive-wheel.

[0088] In use, lifting frame 600 is first engaged with a crankshaftdrive-wheel. Next plate 602 is lifted slightly onto body 601 to allowholes 604 and 605 to engage rods 606 and 607 on motor mounting bracket120, see FIG. 7. Lifting frame 600 is now properly engaged to lift frame64 for the assembly process. Frame 600 is removable once assembly iscomplete.

[0089] Referring to FIG. 20, alignment frame 700 includes mountingbracket 701 by which frame 700 is removably attached to an engine. Frame700 also includes guides 702 and 703 through which rods 704 and 705 areslidingly engaged. Rods 704 and 705 are moveable axially along a majorlongitudinal axis through guides 702, 703. Ends 706 and 707 of rods 705and 704 respectively engage corresponding holes 708 and 709 in frame 64.

[0090] The assembly process generally includes attaching a drive moduleto an engine block as part of engine assembly. During operation, anengine block having rotating components develops useable power. Thedrive module described herein is self-contained and is attached to theengine block. The module receives a portion of the usable powerdeveloped by the engine block during operation, generally from aconnection to the crankshaft as is more fully described herein.Utilizing a portion of the usable power received from the block, orcrankshaft in particular, the module provides such forms of power to theengine as may be required by the engine for operation. This includeselectrical power generated by a component on the module as more fullydescribed herein for electrical systems. It also may include fluid powergenerated by a component on the module for fluid driven systems, such aspower steering and as more fully described herein. The fluid power fluidmay comprise an incompressible fluid such as water, hydraulic fluid orpower steering fluid. It may also comprise a compressible fluid such asair or other compressible gas. The module may also provide mechanicalpower for driving cooperating engine rotating components, such asmechanically connecting a crankshaft to a camshaft or camshafts, or tosuch other accessories using a flexible link as more fully describedherein.

[0091] The module installation process includes attaching frame 700 toan engine. Attachment may be accomplished by use of fasteners or byconnection to any form of mounting point or fixture on the engine forreceiving frame 700. Rods 704 and 705 are then extended to receive frame64. Frame 64 is manipulated using lifting frame 600 attached to themotor mounting bracket 120 as shown and described in FIG. 19. Frame 64is then engaged to rod ends 706, 707 using holes 708, 709 respectively.Frame 64 is then pushed into engagement with an engine front by slidingrods 704, 705 through guides 703, 702 respectively. Rods 704, 705 andholes 703, 702 are set in predetermined positions in order to assureproper alignment of frame 64 with the engine and its components,including the camshaft(s) and crankshaft as described elsewhere in thisspecification. Frame 64 mounting position is further determined from anengine datum plane A-A to assure proper relationship of the components.

[0092] Once frame 64 is in proper position on the engine, lifting frame600 is removed. Frame 64 is supported by alignment frame rods 704, 705at this step in the process. Threaded fasteners are then screwed intothe engine through frame 64. Once frame 64 is fastened to the engine,rods 704, 705 are retracted from holes 708, 709 and frame 700 is removefrom the engine. A fastening device such as a rotary bolt driver may beused to secure the fasteners into the engine. The rotary bolt driveralso may engage an end of each rod 706, 707 to assure proper and quickalignment with the fasteners during the assembly process. Thedrive-wheels are then fastened to their respective shafts as describedelsewhere in this specification.

[0093]FIG. 21 is a front elevation view of an engine having a drivetorque control link. Mounting bracket 801 is attached to frame 64.Mounting bracket 802 is attached to a vehicle frame 805. Torque link 803is connected between mounting brackets 801 and 802 using fasteners 804.Fasteners 804 may also comprise rubber bushings (not shown) to reduceengine vibrations that may be otherwise transmitted to the vehicle frame805 through torque link 803. Mounting bracket 801 is preferably locatedon frame 64 so as to maximize the distance between mounting bracket 801and engine mount 800 so that the engine torque is reacted at as great adistance as possible from the engine mount 800. However, the position ofmounting brackets 801, 802 may be varied in order to accommodate designrequires for a given vehicle configuration.

[0094]FIG. 22 is a side cross-sectional view of an alternate embodimentincluding an oil gallery. Module frame 64 is shown mounted to the frontof engine 10, which includes cylinder head 900 attached to block 904. Aportion of frame 64 includes a gallery 902. Gallery 902 provides a fluidconnection and passage between the cylinder head and the engine block,for example, to an oil pan attached to the block (not shown). Oil pumpedto the cylinder head by the oil pump (not shown) flows through head 900to the head drain 901. Head drain 901 is connected to gallery 902. Oilflows though gallery 902 to block intake aperture 903. The oil thenflows to such portions of the engine as may be connected to the blockintake aperture 903. Gallery 902 is sealed to the cylinder head andblock to prevent leaks.

[0095]FIG. 23 is a front view of an oil gallery. Gallery 902 is shownhaving a intake area 906 and drain area 907. However, it is alsopossible for a fluid to enter gallery 902 at area 907 and exit from area906 depending on the needs of a user. Gasket 905 seals gallery 902 toprevent leakage of the fluid from gallery 902. The form of gallery 902shown in FIG. 23 is offered by way of example and not of limitationsince it is possible to design gallery 902 to have any shape necessaryto accommodate a fluid flow between and among various engine components.

[0096] Gallery 902 may also serve as an air passage to provide enhancedcooling to the engine and module. In this embodiment, the air galleryallows air to circulate between the module frame and the engine. Thegallery allows air to enter from ambient conditions from the modulebase. The air circulates by convection and exhausts from an outlet (notshown) located on top of the module.

[0097] A forced air flow system could also be used to provide a coolingair flow through module gallery 902. In this embodiment, air is forcedthrough the gallery by an airpump or compressor at a rate sufficient toeffect cooling of the frame. The gallery configuration is arranged toallow air flow coverage across the module frame sufficient to cool theframe. The gallery may also comprise cooling fins for exposing a maximumsurface area to the cooling air flow.

[0098] In yet another embodiment gallery 902 is expanded in size toestablish an air gap between frame 64 and the engine to which it isattached. This air filled region acts to insulate the frame and thebelts it contains from engine heat. Reduction of the module temperatureusing an insulating layer of air has the effect of increasing theoperating life of the belts.

[0099] The foregoing description and illustrative embodiments of thepresent invention have been shown on the drawings and described indetail in varying modifications and alternative embodiments. It shouldbe understood, however, that the foregoing description of the inventionis exemplary only, and that the scope of the invention is to be limitedonly to the claims as interpreted in view of the prior art. Moreover,the invention illustratively disclosed herein suitably may be practicedin the absence of any element which is not specifically disclosedherein.

I claim:
 1. An improved power plant of the type having an internal combustion engine, including a cylinder block, a cylinder head, a crankshaft, and a camshaft, and having an engine accessory, the improvement comprising: a drive module separably attached to said cylinder block, to said crankshaft, and to said camshaft, said module including a flexible link power transmission drive and adapted to transmit mechanical power between said crankshaft, said camshaft, and said engine accessory.
 2. The improvement of claim 1 further comprising: said drive module including a frame formed with a support for said engine accessory.
 3. The improvement of claim 2 further comprising: said frame formed with a depression adapted to receive a portion of said camshaft.
 4. The improvement of claim 2 further comprising: said frame formed with a mating surface having a portion, which substantially corresponds to a face of said cylinder block.
 5. The improvement of claim 1 further comprising: said flexible link power transmission drive including a power transmission belt in mechanical communication with a camshaft sprocket, said camshaft sprocket forming part of said drive module and separably connected to said camshaft, and said power transmission belt in mechanical communication with a crankshaft sprocket, said crankshaft sprocket forming part of said drive module and separably connected to said crankshaft.
 6. The improvement of claim 5 further comprising: said power transmission belt being in mechanical communication with an engine accessory drive-wheel affixed to a shaft of said accessory.
 7. The improvement of claim 6 further comprising: said engine accessory drive-wheel being a pulley.
 8. The improvement of claim 6 further comprising: said engine accessory drive-wheel being a sprocket.
 9. The improvement of claim 1 further comprising: said flexible link power transmission drive including a chain in mechanical communication with a camshaft sprocket, said camshaft sprocket forming part of said drive module and separably connected to said camshaft, and said chain in mechanical communication with a crankshaft drive-wheel, said crankshaft drive-wheel forming part of said drive module and separably connected to said crankshaft.
 10. The improvement of claim 9 further comprising: said chain being in mechanical communication with an engine accessory sprocket affixed to a shaft of said accessory.
 11. The improvement of claim 2 further comprising: said engine accessory mounted upon said frame, and said accessory and said frame in combination are removable from attachment to said internal combustion engine as a unit.
 12. The improvement of claim 1 further comprising: said flexible link power transmission drive including a power transmission belt in mechanical communication with an engine accessory drive-wheel connected to said engine accessory, said accessory drive-wheel and said accessory forming part of said drive module, and said power transmission belt in mechanical communication with a crankshaft drive-wheel forming part of said drive module and separably connected to said crankshaft.
 13. The improvement of claim 1 further comprising: said flexible link power transmission drive including, a synchronous power transmission belt in mechanical communication with a camshaft sprocket and in mechanical communication with a first crankshaft drive-wheel, and an asynchronous power transmission belt in mechanical communication with an engine accessory drive-wheel and in mechanical communication with a second crankshaft drive-wheel.
 14. The improvement of claim 13 further comprising: said first crankshaft drive-wheel and said second crankshaft drive-wheel are formed into a single drive-wheel with a first portion adapted to receive said synchronous power transmission belt and a second portion adapted to receive said asynchronous power transmission belt.
 15. The improvement of claim 1 further comprising: said flexible link power transmission drive including, a chain in mechanical communication with a camshaft sprocket and in mechanical communication with a first crankshaft drive-wheel, and an asynchronous power transmission belt in mechanical communication with an engine accessory pulley and in mechanical communication with a second crankshaft drive-wheel.
 16. The improvement of claim 15 further comprising: said first crankshaft drive-wheel and said second crankshaft drive-wheel are formed into a single drive-wheel with a first portion adapted to receive said chain and a second portion adapted to receive said asynchronous power transmission belt.
 17. The improvement of claim 13 further comprising: said drive module including a frame and a cover cooperating to substantially enclose all of said synchronous power transmission belt and said camshaft sprocket.
 18. The improvement of claim 15 further comprising: said drive module including a frame and a cover cooperating to substantially enclose all of said chain and said camshaft sprocket.
 19. An improved power transmission drive, for an internal combustion engine, of the type having a flexible link medium for transmitting power between a crankshaft of said internal combustion engine and drive components not associated with a primary purpose of said internal combustion engine, the improvement comprising: a drive frame, a camshaft sprocket releasably mounted upon said drive frame, a crankshaft drive-wheel releasably mounted upon said drive frame, an engine accessory mounted upon said drive frame, an accessory drive-wheel mounted upon a shaft of said engine accessory, and said camshaft sprocket, said crankshaft drive-wheel, and said accessory drive-wheel each entrained by said flexible link medium.
 20. The improvement of claim 19, further comprising: said flexible link medium including a synchronous power transmission belt.
 21. The improvement of claim 19, further comprising: said flexible link medium including an asynchronous power transmission belt.
 22. The improvement of claim 19, further comprising: said flexible link medium including a synchronous power transmission belt and an asynchronous power transmission belt.
 23. The improvement of claim 19, further comprising: said flexible link medium including a chain.
 24. The improvement of claim 19, further comprising: said flexible link medium including a chain and an asynchronous power transmission belt.
 25. An improved internal combustion engine drive frame of the type having its own structural integrity allowing attachment of certain members in need of support and adapted to mount on a surface of said engine and on elements of said engine residing near said engine surface including a portion of a camshaft, a portion of a crankshaft, and a camshaft power transmission drive system, the improvement comprising: said drive frame including a mount for an internal combustion engine accessory, a release mounting for a camshaft sprocket, and a release mounting for a crankshaft drive-wheel.
 26. The improvement of claim 25, further comprising: said drive frame including a portion adapted to receive an asynchronous power transmission belt tensioner.
 27. The improvement of claim 25, further comprising: said drive frame including a portion adapted to receive a synchronous power transmission belt tensioner.
 28. The improvement of claim 25, further comprising: said drive frame including a portion adapted to receive a chain tensioner.
 29. The improvement of claim 25, further comprising: said drive frame including a portion adapted to receive an asynchronous power transmission belt tensioner, and a portion adapted to receive a synchronous power transmission belt tensioner.
 30. The improvement of claim 25, further comprising: said drive frame including a portion adapted to receive an asynchronous power transmission belt tensioner, and a portion adapted to receive a chain tensioner.
 31. The improvement of claim 25, further comprising: Said front cover adapted to cooperate with a supplemental support to supplement structural integrity of said front cover.
 32. An improved method of assembling a power plant, with the steps of providing an internal combustion engine including a cylinder block, a cylinder head, a crankshaft, and a camshaft, providing an engine accessory with a drive-wheel mounted upon a shaft of said accessory, providing a flexible link synchronous camshaft drive, and providing a flexible link engine accessory drive, the improvement comprising: assembling a drive module including the steps of; providing a drive module frame, mounting said accessory upon said drive module frame, releasably mounting a camshaft sprocket of said synchronous camshaft drive to said drive module frame, releasably mounting a crankshaft drive-wheel upon said drive module frame, and placing a flexible link power transmission member in mating relationship about said crankshaft drive-wheel, and attaching said drive module to said engine, including the steps of; attaching said module frame to said cylinder block, attaching said camshaft sprocket to said camshaft, dismounting said camshaft sprocket from said releasable mount of said drive module frame, attaching said crankshaft drive-wheel to said crankshaft, and dismounting said crankshaft drive-wheel from said releasable mount of said drive module frame.
 33. The improved method of claim 32 wherein: said assembly of said drive module includes the further step of, placing said flexible link power transmission member in mating relationship about said camshaft sprocket.
 34. The improved method of claim 32 wherein: said assembly of said drive module includes the further step of, placing said flexible link power transmission member in mating relationship about said engine accessory drive-wheel.
 35. The improved method of claim 32 wherein: said flexible link member includes a synchronous power transmission belt.
 36. The improved method of claim 32 wherein: said flexible link member includes an asynchronous power transmission belt.
 37. The improved method of claim 32 wherein: said flexible link member includes a chain.
 38. An improved method of assembling a power plant, with the steps of providing an internal combustion engine including a cylinder block, a cylinder head, a crankshaft, and a camshaft, providing an engine accessory with a drive-wheel mounted upon a shaft of said accessory, providing a flexible link synchronous camshaft drive, and providing a flexible link engine accessory drive, the improvement comprising: assembling a drive module including the steps of; providing a drive module frame, mounting said accessory upon said drive module frame, rotatably mounting a camshaft sprocket of said synchronous camshaft drive to said drive module frame, rotatably mounting a crankshaft drive-wheel upon said drive module frame, and placing a flexible link power transmission member in mating relationship about said crankshaft drive-wheel, and attaching said drive module to said engine, including the steps of;. attaching said module frame to said cylinder block, mating said camshaft sprocket to said camshaft, and mating said crankshaft drive-wheel to said crankshaft.
 39. An improved method of assembling components to an internal combustion engine having the steps of providing a camshaft sprocket, providing a crankshaft drive-wheel, providing an engine accessory with a drive-wheel mounted on a shaft of said engine accessory, and providing a flexible link power transmission member, the improvement comprising: providing a drive module frame, mounting said accessory upon said drive module frame, releasably mounting a camshaft sprocket of said synchronous camshaft drive to said drive module frame, releasably mounting a crankshaft drive-wheel upon said drive module frame, and placing a first flexible link power transmission member in mating relationship about said crankshaft drive-wheel.
 40. The improved method of claim 39 wherein the improvement further comprises: placing said first flexible link power transmission member in mating relationship about said camshaft sprocket; placing a second flexible link power transmission member in mating relationship about said crankshaft drive-wheel placing said second flexible link power transmission member in mating relationship about said engine accessory drive-wheel.
 41. The improved method of claim 40 wherein: said first flexible link member includes a synchronous power transmission belt.
 42. The improved method of claim 40 wherein: said second flexible link member includes an asynchronous power transmission belt.
 43. The improved method of claim 40 wherein: said first flexible link member includes a chain.
 44. The improved method of claim 40 wherein the improvement further comprises: mounting a first tensioner, having a first tensioning freedom of motion, upon said drive module frame with the plane along which said first tensioning freedom of motion operates approximately aligned with the plane of rotation of said camshaft sprocket, mounting a second tensioner, having a second tensioning freedom of motion, upon said drive module frame with the plane along which said second tensioning freedom of motion operates approximately aligned with the plane of rotation of said engine accessory drive-wheel, cocking said first tensioner, and cocking said second tensioner.
 45. A power plant comprising: an internal combustion engine, including a cylinder block, a cylinder head, a crankshaft, and a camshaft, a drive module, including a frame, a camshaft sprocket, a releasable mount upon said frame adapted to hold said camshaft sprocket, a crankshaft drive-wheel, a releasable mount upon said frame adapted to hold said crankshaft drive-wheel, an engine accessory mounted upon said frame, a drive-wheel mounted upon a shaft of said engine accessory, and a flexible link power transmission medium applied in mechanical communication with said camshaft sprocket, said crankshaft drive-wheel, and said engine accessory drive-wheel, and said drive module mounted upon said engine.
 46. The power plant of claim 45 further comprising: said drive module frame mounted in sealing fashion with said engine block and mounted in sealing fashion with said cylinder head, said camshaft sprocket separably mounted upon said camshaft, and said crankshaft drive-wheel separably mounted upon said crankshaft.
 47. The power plant of claim 45 further comprising: said drive module including a cover cooperating with said frame, to enclose said camshaft sprocket, a portion of said flexible link power transmission medium adapted to transmit mechanical power between said camshaft sprocket and said crankshaft drive-wheel, and a portion of said crankshaft drive-wheel being in mating relationship with said portion of said flexible link power transmission medium.
 48. An internal combustion engine drive module comprising: a drive module frame adapted for mounting upon an internal combustion engine, a synchronous drive releasably mounted upon said frame and adapted for mechanical communication between a camshaft of said internal combustion engine and a crankshaft of said internal combustion engine, and a portion of an internal combustion engine accessory drive releasably mounted upon said frame, said accessory drive adapted to transmit power between an internal combustion engine accessory and said crankshaft of said internal combustion engine.
 49. The drive module of claim 48 further comprising: said engine accessory mounted upon said drive module frame, a drive-wheel mounted upon a shaft of said engine accessory, and said drive-wheel being in mechanical communication with said internal combustion engine accessory drive.
 50. An internal combustion engine drive module comprising: a drive module frame adapted for mounting upon an internal combustion engine, a synchronous drive, including a camshaft sprocket, a crankshaft drive-wheel, and a flexible link power transmission member spanning between said camshaft sprocket and said crankshaft drive-wheel, wherein said camshaft sprocket and said crankshaft drive-wheel are each rotatably mounted upon said drive module frame, said camshaft sprocket being adapted to matingly engage a camshaft of an internal combustion engine, and said crankshaft sprocket adapted to matingly engage a crankshaft of said internal combustion engine, and an internal combustion engine accessory drive mounted upon said frame and adapted to transmit power between an internal combustion engine accessory and said crankshaft of said internal combustion engine.
 51. An internal combustion engine drive module frame comprising: a portion adapted for attachment to an internal combustion engine, a portion adapted to receive a synchronous camshaft drive, and a portion adapted to receive an accessory drive.
 52. The internal combustion engine drive module frame of claim 51 further comprising: a portion adapted to receive an accessory.
 53. The internal combustion engine drive module frame of claim 51 further comprising: a portion adapted to receive a portion of a camshaft.
 54. A power plant comprising: an internal combustion engine, including a camshaft and a crankshaft, a frame means for receiving a camshaft drive means for communicating mechanical power to said camshaft, for receiving a crankshaft drive means for communicating power from said crankshaft, and for receiving an internal combustion engine accessory, said frame means mounted upon said internal combustion engine, an accessory drive means for communicating mechanical power to said internal combustion accessory in communication with said accessory, said camshaft drive means in communication with said camshaft, said crankshaft drive means in communication with said crankshaft, and said internal combustion engine accessory, mounted upon said frame means.
 55. An internal combustion engine drive module comprising: a frame means for receiving a camshaft drive means for communicating mechanical power to a camshaft, for receiving a crankshaft drive means for communicating power from a crankshaft, and for receiving an internal combustion engine accessory, an accessory drive means for communicating mechanical power to said internal combustion accessory in communication with said accessory, said camshaft drive means, and said crankshaft drive means mounted upon said frame means, and said internal combustion engine accessory, mounted upon said frame means.
 56. The drive module of claim 55, further comprising: said camshaft drive means being releasably mounted upon said frame means, and said crankshaft drive means being releasably mounted upon said frame means.
 57. The drive module of claim 55, further comprising: said camshaft drive means being rotatably mounted upon said frame means, and said crankshaft drive means being rotatably mounted upon said frame means.
 58. The drive module of claim 55, further comprising: A flexible power transmission means for transmitting mechanical power between said camshaft drive means, said crankshaft drive means and said accessory drive means spanning said camshaft drive means, said crankshaft drive means, and said accessory drive means.
 59. A drive module for an engine comprising: a frame; a camshaft sprocket releasably engaged with said frame; a first crankshaft drive-wheel releasably engaged with said frame; and a flexible link engaging said camshaft sprocket and said crankshaft drive-wheel.
 60. The drive module as in claim 59 further comprising: an accessory mounted on said frame having an accessory drive-wheel; said accessory drive-wheel engaged with said flexible link.
 61. The drive module as in claim 59 further comprising: a second crankshaft drive-wheel concentric with said first crankshaft drive-wheel; and a second flexible link engaging said second crankshaft drive-wheel and said accessory drive-wheel.
 62. The drive module as in claim 59 further comprising: at least two camshaft sprockets each releasably engaged with said frame and each camshaft sprocket engaged with said flexible link.
 63. The drive module as in claim 62 further comprising: a removable clip releasably engaged with each camshaft sprocket whereby a predetermined relationship between each camshaft sprocket is temporarily maintained.
 64. The drive module as in claim 63, wherein said removable clip is engaged with said frame.
 65. The drive module as in claim 59, further comprising a cover fastened to said frame.
 66. The drive module as in claim 60 further comprising a cover fastened to said frame.
 67. The drive module as in claim 62 further comprising a cover fastened to said frame.
 68. The drive module as in claim 59 further comprising a tensioner engaged with said flexible link.
 69. The drive module as in claim 61 further comprising a tensioner engaged with said second flexible link.
 70. The drive module as in claim 59, wherein said flexible link comprises a synchronous belt.
 71. The drive module as in claim 61, wherein said second flexible link comprises an asynchronous belt.
 72. The drive module as in claim 60, wherein the accessory comprises an alternator-starter.
 73. The drive module as in claim 60, wherein the accessory comprises a fuel injection pump.
 74. A method of assembling an engine comprising: providing a drive module frame; attaching a removable alignment frame having at least one extendable rod to an engine; extending said extendable rod thereby engaging a receiving hole on said drive module frame; moving said drive module frame by a sliding movement of said rod into aligned engagement with said engine; connecting said drive module frame to said engine using a fastener; connecting a drive module frame drive-wheel to a drive-wheel shaft; and removing said removable alignment frame.
 75. The method as in claim 74 further comprising: engaging a fastening machine simultaneously with a drive module frame fastener and said extendable rod.
 76. The method as in claim 75 further comprising: connecting said drive module frame to said engine using a threaded fastener.
 77. The method as in claim 74 further comprising: moving said drive module frame to engagement with said rod using a removable lift frame.
 78. The method as in claim 74 further comprising: connecting a drive module frame drive-wheel to an engine camshaft.
 79. The method as in claim 74 further comprising: removing an alignment clip from a drive module frame drive-wheel.
 80. An engine comprising: a block having at least one reciprocating member connected to a crankshaft; at least two valves each cooperatively actuated to a movement of said reciprocating member by a camshaft; a drive module attached to said block, said drive module comprising components for cooperatively connecting said crankshaft and said camshaft.
 81. The engine as in claim 80, wherein the drive module further comprises: a mechanism for providing a motive fluid to said engine; and a mechanism for providing electrical power to said engine.
 82. An engine comprising: a block portion having rotating components producing useable power; a self-contained module connected to said block portion receiving a portion of said useable power, and, said module having means for mechanically connecting two or more rotating components of said block portion.
 83. The engine as in claim 82, wherein said self-contained module further comprises: means for providing an electrical power to said block portion.
 84. The engine as in claim 82, wherein the self-contained module further comprises: means for providing a mechanical power to said block portion.
 85. The engine as in claim 82, where the self-contained module further comprises: means for providing a fluid power to said block portion.
 86. The engine as in claim 85 wherein a fluid power fluid comprises a compressible fluid.
 87. The engine as in claim 85 wherein a fluid power fluid comprises an incompressible fluid.
 88. The engine as in claim 82, wherein the self-contained module comprises a torque reaction link.
 89. The engine as in claim 82 further comprising: a gallery described by said self-contained module; said gallery disposed between said self-contained module and said block portion; and said gallery for directing and containing a fluid flow.
 90. The engine as in claim 89 wherein said fluid comprises a cooling fluid.
 91. The engine as in claim 90 wherein said cooling fluid comprises air.
 92. The engine as in claim 90 wherein said cooling fluid comprises a substantially incompressible fluid.
 93. The engine as in claim 89 wherein said fluid comprises a lubricating fluid.
 94. A module comprising: a frame having a first frame surface; and a first drive-wheel releasably mounted to said first frame surface.
 95. The module as in claim 94 further comprising: a second frame surface; and a second drive-wheel releasably mounted to said second frame surface.
 96. The module as in claim 95 further comprising: a flexible link engaging the first drive-wheel and the second drive-wheel. 